MCIA Promotion Group 2014

ASPHALT

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Time to Turn the World Gray!!

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Welcome from the Cost & Miller

Team!

Tim Cost, P.E., F.ACI

Holcim (US), Inc.
Senior Technical Services
Engineer

Amy Miller, P.E.

NRMCA
Vice President, National
Resources
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Antitrust Policy Statement

The National Ready Mixed Concrete Association assigns the highest priority to full compliance with both
the letter and the spirit of the antitrust laws. Agreements among competitors that unreasonably limit
competition are unlawful under federal and state antitrust laws, and violators are subject to criminal fines
and incarceration, civil fines and private treble-damage actions. Even the successful defense of antitrust
litigation or an investigation can be very costly and disruptive. It is thus vital that all meetings and
activities of the Association be conducted in a manner consistent with the Associations antitrust policy.
Examples of illegal competitor agreements are those that attempt to fix or stabilize prices, to allocate
territories or customers, to limit production or sales, or to limit product quality and service competition.
Accordingly, it is inherently risky and potentially illegal for competitors to discuss under Association
auspices, or elsewhere, the subjects of prices, pricing policies, other terms and conditions of sale,
individual company costs (including planned employee compensation), the commercial suitability of
individual suppliers or customers, or other factors that might adversely affect competition.
It is important to bear in mind that those in attendance at Association meetings and activities may include
competitors, as well as potential competitors. Any discussion of sensitive antitrust subjects with ones
competitors should be avoided at all times before, during, and after any Association meeting or other
activity. This is particularly important because a future adversary may assert that such discussions were
circumstantial evidence of an illegal agreement, when viewed in light of subsequent marketplace
developments, even though there was, in fact, no agreement at all.
If at any time during the course of a meeting or other activity, Association staff believes that a sensitive
topic under the antitrust laws is being discussed, or is about to be discussed, they will so advise and halt
further discussion for the protection of all participants. Member attendees at any meeting or activity
should likewise not hesitate to voice any concerns or questions that they may have in this regard.
Adopted by the NRMCA Board of Directors
September 18, 2006.

Agenda

Establishing and Flipping Concrete Parking

Lots
Developing Intersection Overlay
Opportunities
Streets and Local Roads

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Goal
Our Goal: To help prepare you to discuss
stated market segments to various audiences
so that you can be successful in enacting
change.
Your Goal: ???

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Establishing and Flipping Concrete

Parkings Lots
This is the most over-looked area of our
business. Everyone in the industry needs to
get in the habit of pursuing the parking lots
like they do the interior slabs. If we got 50%
of the parking lots for which we do the interior
work, our business would escalate
dramatically.
- Les Howell, Delta Industries
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Establishing and Flipping Concrete

Parking Lots

What you should know first

Approach for given audience

WIIFM???

Typical problems/questions that arise

General Overview of Design and Construction

Preparing for objections

Resources
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Be Armed with Knowledge YOU

are the Concrete Expert

Whats the correct design methodology for

concrete parking lots????

Why this design methodology???

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Designing Concrete Parking Lots

(the right way)
ACI 330R-08
The Guide to Design and Construction of
Concrete Parking Lots

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What do designers currently use for

concrete parking lots?
Usually follow DOT

Nothing No concrete design; Only design in

asphalt
DOT guidelines for roadway design usually
one of the AASHTO guides; Following DOT
guidelines Bad idea!
What weve always used
ACI 330!
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Source of Much of What We Know

About Pavement Design

AASHO Road Test

Late 50s and early 60s
Ottawa, Illinois

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CONVENTIONAL PAVEMENT DESIGN USES THE 1993 AASHTO

PAVEMENT DESIGN GUIDE
Based On Old Technology
AASHTO

Guide was developed based on AASHO Road

Test in 1950s

Pavement surface: jointed plain or jointed

reinforced concrete with dowels (3500 psi)

Utilized 1 subgrade and 1 base type (highly

erodible)

PCC pavements failed by pumping

Maximum 1.1 million ESAL applications over 2

yrs

Based on 1 climatic zone - Illinois (wet/freeze)

Pavement performance measured by human

perception of ride quality

Many of the 1993 AASHTO Inputs are not

measureable
Initial serviceability
Terminal serviceability
Equivalent Single Axle load - ESAL
Load transfer coefficient - J-factor
Drainage factor
Structural number
Layer coefficient

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AASHTO PAVEMENT DESIGN GUIDE IS NOT

RECOMMENDED FOR CONCRETE PARKING LOT
PAVEMENTS
AASHTO

Guide is intended for use

on highway pavements

Highway pavements are

different than parking lots

High speed traffic

One-directional traffic
patterns

Loading near edge of

pavement

Mixed vehicle types

Water drains rapidly from

pavement

Light poles, Islands are

not on highways
AASHTO Guide is currently being
revised based on current technology
of pavement design
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FOLLOWING ACI 330 GUIDELINES RESULTS IN

COMPARABLE, SUPERIOR PERFORMING CONCRETE
ACI has developed recommended design
DESIGNS procedure
specifically for parking lots

Determines:

Given:
Soil Strength
Concrete Strength
Traffic Demand
-

Thickness
Jointing
Reinforcing (opt.)
Subbase (opt.)

Recognizes construction integrity of

rigid pavement materials.
Recommends reduction or
elimination of granular base:
Potential Savings = 25-35% of total
cost.

ACI

330 recognizes parking lots are

different than a street/roadway.

Load is in the Interior

Primary purpose is to store & move

vehicles

Lot may be a water collector

May need to accommodate lighting,

islands, landscaping

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History of ACI 330

- 1980s
-Complete and Concise for Design
and Construction
-Written by Industry Experts
- Most Recent Version 2008
Following a
Prior Release in 2001

Why Use It?

-Economical 20 Year Design, 95% Reliability

-Addresses All Aspects of Concrete Parking Lots
-Based on Unreinforced Concrete Design
- Only Document Created Just for Concrete
Parking Lots
-THE INDUSTRY STANDARD!!

Overview of the Document:

-Pavement

Design CH 3
-Materials CH 4
-Construction CH 5
-Inspection and Testing CH 6
-Maintenance and Repairs CH 7
Specifying and requiring the contents of ACI
330 R-08 gives a designer confidence that
many aspects of a concrete parking lot are
addressed.

Designing with ACI 330:

Key Terminology:
k modulus of subgrade or CBR California Bearing
Ratio
ADTT average daily truck traffic
MOR modulus of rupture

Designing with ACI 330:

ACI 330R-08 Guidelines Table 3.4

k = 500 psi/in. (CBR = 50, R = 86)

k = 400 psi/in. (CBR = 38, R = 80)

k = 300 psi/in. (CBR = 26, R = 67)

650

600

550

500

650

600

550

500

650

600

550

500

A (ADTT =1)

4.0

4.0

4.0

4.0

4.0

4.0

4.0

4.0

4.0

4.0

4.0

4.5

A (ADTT = 10)

4.0

4.0

4.0

4.5

4.0

4.0

4.5

4.5

4.0

4.5

4.5

4.5

B (ADTT = 25)

4.0

4.5

4.5

5.0

4.5

4.5

5.0

5.5

4.5

4.5

5.0

5.5

B (ADTT = 300)

5.0

5.0

5.5

5.5

5.0

5.0

5.5

5.5

5.0

5.5

5.5

6.0

C (ADTT = 100)

5.0

5.0

5.5

5.5

5.0

5.5

5.5

6.0

5.5

5.5

6.0

6.0

C (ADTT = 300)

5.0

5.5

5.5

6.0

5.5

5.5

6.0

6.0

5.5

6.0

6.0

6.5

C (ADTT = 700)

5.5

5.5

6.0

6.0

5.5

5.5

6.0

6.5

5.5

6.0

6.5

6.5

D (ADTT = 700)

6.5

6.5

6.5

6.5

6.5

6.5

6.5

6.5

6.5

6.5

6.5

6.5

MOR, psi:
Traffic
Category

k = 200 psi/in. (CBR = 10, R = 48)

k = 100 psi/in. (CBR = 3, R = 18)

650

600

550

500

650

600

550

500

650

600

550

500

A (ADTT =1)

4.0

4.0

4.0

4.5

4.0

4.5

4.5

4.5

5.0

5.0

5.5

A (ADTT = 10)

4.5

4.5

5.0

5.0

4.5

5.0

4.5
5.0

5.0
5.5

5.0

5.5

5.5

6.0

B (ADTT = 25)

5.0

5.0

5.5

6.0

5.5

5.5

6.0

6.0

6.0

6.0

6.5

7.0

B (ADTT = 300)

5.5

5.5

6.0

6.5

6.0

6.0

6.5

7.0

6.5

7.0

7.0

7.5

7.5

7.5

7.5

8.0

MOR, psi:
Traffic
Category

k = 50 psi/in. (CBR = 2, R = 5)

5.5
6.0
6.0
6.5
6.0
6.5
6.5
7.0
6.5
7.0
Thickness
criteria
based
on
soil
support
C (ADTT = 300)
6.0
6.0
6.5
6.5
6.5
6.5
7.0
7.5
7.0
7.5

C (ADTT = 100)

6.0
6.5
6.5
7.0
6.5
7.0
7.0
7.5
7.0 WWW.
7.5NRMCA.ORG
8.0
8.5
and
Average
Daily
Truck
Traffic
(ADTT)
D (ADTT = 700)
7.0
7.0
7.0
7.0
8.0
8.0
8.0
8.0
9.0
9.0
9.0
9.0
C (ADTT = 700)

Common Design Questions?

Do I need to include a subbase?

What about fibers?
Should I include WWM?
How important is jointing?
What about sealants?

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Concrete vs. asphalt terminology &

Subgrade stresses differ considerably.
loads
Asphalt

increasing stress

Concrete

subgrade
subgrade
subbase layer
base layers

The load-carrying structure for concrete pavement is primarily

thickness.
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Is a subbase layer needed?

Subbase is a layer of imported or improved

material between the natural site material
(subgrade) and the concrete
May warrant consideration if:
Construction platform is needed
Subgrade is very poor quality
Heavy truck traffic & load transfer
concerns
Pumping of subgrade is likely
Can result in higher k value for design and
slightly thinner section
Table 3.2 in ACI 330
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Adjusted k for subbase (ACI 330R-08)

Table 3.2 Modulus of subgrade reaction k*
Subgrade k
value, psi/in.

4 in.

50
100
200
300

65
130
220
320

50
100
200

170
280
470

Subbase thickness
6 in.
9 in.
Granular aggregate subbase
75
85
140
160
230
270
330
370
Cement-treated subbase
230
310
400
520
640
830

85
175
280
350

Other treated subbase

115
170
210
270
315
360
385
420

50
100
200
300

12 in.
110
190
320
430
390
640

215
325
400
490

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GUIDANCE ON USE OF A SUBBASE

Purpose of
Base or
Subbase

Provide uniform, stable, and permanent support

Increase modulus of subgrade reaction (k)
Minimize effects of frost action
Prevent pumping of fine-grained soils
Provide working platform

AASHTO 1993
Manual:

In cases where design traffic is less than 1 million ESALS, an additional subbase layer may
not be needed

ACI 330R-08:

It is not economical to use subbase material for the sole purpose of increasing kvaluesgranular subbases are not normally used for concrete parking lots and should not be
used as a construction expedient instead of proper subgrade preparation
Normally, pavements that carry less than 200 heavily loaded trucks / day will not be damaged
by pumping, especially if speeds are low; therefore, they do not require subbases

ACI 325.12R02

Experience suggests that for pavements that fall into residential classification (22 kip SAL, 34
kip TAL) the use of a subbase to increase structural capacity may or may not be cost effective
in terms of long term performance of the pavement
With adequate subgrade preparation and appropriate considerations for surface and
subgrade drainage, concrete pavements designed for city streets may be built directly on
subgrades because moisture conditions are such that strong slab support may not be needed

NCHRP 27

It is agreed that base is not required under concrete pavement for low-volume roads and
streets except where the percentage of heavy vehicles is unusually high. Pumping is not a
problem unless there are large numbers of heavy wheel loads and the pavement foundation is
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wet

What about Fibers

and WWM?

Whats their purpose?

Steel and Macro Fibers (0.008-0.03); WWM

Secondary Reinforcement Tight Cracks!
Micro Fibers (<0.004) Plastic Shrinkage Crack
Control
Micro Fibers

Macro Fibers
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Steel reinforcement
When used, the purpose of secondary
steel reinforcement is to keep cracks from
opening. To do this, it must be located
above the mid-thickness.

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Steel reinforcement
It is almost impossible to place rolled wire
mesh in the upper thickness where it can
function.
Rebar on chairs or welded rigid mats
perform better if steel is called for.
Secondary steel reinforcement is often
misunderstood and can rarely be justified
in flatwork that is properly jointed.

If steel is used, it should

generally be cut at all joints!

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Objectives of jointing

Control the location,

width, and appearance
of expected cracks
Facilitate construction
Accommodate normal
slab movements
Provide load transfer
where needed
Minimize performance
implications of any
random (unexpected)
cracks
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Spacing of joints based on cracking tendency

RECOMMENDED
SPACING of JOINTS
FOR CRACK CONTROL
THICKNESS, IN.
4
5
6
7
8+

SPACING, FT.
8-10
10-12
12-15
14-15
15

Exception: good design may

call for even closer joint
spacings due to load transfer
NRMCA Design Assistance Program
considerations.
can help!
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JOINT SEALING, FILLING, OR NOT AT ALL?

Purpose is to prevent infiltration of water and

solids into joint
Topic of some debate
Sealants on wide joints are not extremely
effective
Most effective is to reduce joint width
Factors to consider in whether or not to seal
joints
Traffic level
Soil types & local performance
Subbase use
Presence of wind blown debris
Recommendations

Contraction joints Single saw cut 1/8 wide and

fill
Isolation joints Seal over fiberboard (1/4 to
wide
Construction joints
Butt joints Single saw cut 1/8 wide and fill or
leave alone
Fiberboard Seal (1/4 to wide)
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Jointing and
Reinforcement

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Joint design and layout affects performance

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Shrinkage

Swelling

Typical concrete volume changes

Specimen stored in water

Drying

Wetting / Drying, Heating / Cooling

Time
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Drying shrinkage and cracking

Shrinkage + Restraint = Cracking

Cracking results from combined effects of restraint and
shrinkage (drying and/or thermal)
whenever resulting tensile stresses exceed tensile strength.
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Differential shrinkage, warping / curling of slabs

Dry

Wet

Can result from differential moisture created by

surface drying while the slab bottom remains wet
Can also result from differential temperature
Can cause loss of support near panel edges,
movement and faulting at joints, mid-panel cracking

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Objectives of jointing

Control the location, width,

and appearance of expected
cracks
Facilitate construction
Accommodate normal slab
movements
Provide load transfer where
needed
Minimize performance
implications of any random
(unexpected) cracks
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Spacing of joints based on cracking tendency

The extent of cracking due to key
influences is somewhat predictable;
joints can be spaced accordingly.

RECOMMENDED
SPACING of JOINTS
FOR CRACK CONTROL
THICKNESS, IN.
4
5
6
7
8+

SPACING, FT.
8-10
10-12
12-15
14-15
15

Exception: good design may call for even closer

joint spacings due to load transfer considerations.
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Types of joints in concrete pavement

Control joint

Construction joint
formed or slipped face

Isolation joint

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Load transfer joint details

Aggregate Interlock

Not Recommended!
Keyways

Dowels
TIEBARS DOWELS!
(not used for load transfer)
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Round dowels generally for 8+ thickness

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Plate dowel systems

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Steel reinforcement
Not Recommended!

When used, the purpose of

secondary steel reinforcement
is to keep cracks from opening.
To do this, it must be located
above the mid-thickness.

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Steel reinforcement
It is almost impossible to place
rolled wire mesh in the upper
thickness where it can function.
Rebar on chairs or welded rigid
mats perform better if steel is
called for.
Secondary steel reinforcement
is often misunderstood and can
rarely be justified in flatwork that
is properly jointed.
If steel is used, it should
generally be cut at all joints!
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Unreinforced concrete pavement

Today, unreinforced concrete is the most common design
for the majority of concrete pavements. Even heavy traffic
highways are built without steel reinforcement.

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Control joint options

Control joints can be made by tooling a groove or pushing an

insert into plastic concrete, or by sawing a slot in hardened
concrete. The depth of the void must be at least 1/4 of the
slab thickness to weaken the section enough to make it crack.

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Tooled control joints

Advantages:

Simplest to make
Most reliable crack
initiation

Disadvantages:

Most noticeable joint

Not smoothest for rolling
wheels
Not designed for sealers /
fillers

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Saw-cut control joints

Advantages:
Makes best sealant reservoir
Not as noticeable
Smooth ride

Disadvantages:
Timing critical to success
Least reliable crack initiation
with gravel aggregates
More expensive to make

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Timing of joint sawing a critical factor

Saw-cut joints must be
made within 4-12 hours
after final finishing

This joint was sawed

soon enough
This one was
sawed too late
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Early entry dry cut saws

Designed to initiate cracks

with a shallow cut made
much earlier than with
wet-cut saws
Timing - the window of
opportunity is 1 to 2 hours
if shallow cuts are used
Also used to cut t/4 or t/3
in normal timing windows

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Use of construction joints

Construction joints are used between separate concrete
placements, typically along placement lane edges. They may
use keyways or other features designed for load transfer.
Butt joints are
recommended for
most parking lots
where load transfer
needs are minimal.

Keyways are now only

recommended for entrance
drive / street longitudinal
construction joints 10
thick and should be tied.
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Keyways as detailed in earlier documents

1:4 Slope

Not
Recommended!
0.2D
D
0.2D
0.1D

Trapezoidal

Half-round

This detail is no longer included in

ACI 330R or any ACPA references!
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Typical keyway joint performance issues

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Isolation joints
are sometimes called expansion joints but should generally
not be used to provide for expansion. They provide no load
transfer and should not be used as regularly spaced joints in
a joint layout. Their proper use is to isolate fixed objects,
providing for slight differential settlement without damaging
the pavement.

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Improper use of isolation joints

If isolation joints are

used as routine joints:

Slabs crawl as isolation

joints compress

Adjacent control joints open

and fill with debris

No load transfer

Failure of sealants

Water intrusion

Common issue in
construction practice
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Common details for isolation of fixtures

Square

Diagonal

Circular

Isolation
joint

Reinforcing bars
recommended to
hold cracks tight

Square with Fillets

Inlet

Isolation
joint

Isolation joint

Isolation
joint

None

Telescoping Manhole
Inlet - Round

Isolation joint

Isolation
joint
around
perimeter

No boxout or
isolation joint
necessary

Isolation
joint

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Examples - isolation of fixtures

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The designer should prepare the jointing plan!

In many cases, control joints

and construction joints may
be used interchangeably,
depending on the preferred
direction of paving lanes.
Load transfer requirements
must be considered.
Isolation joints should be
avoided in traffic areas
except where differential
movement or settlement must
be accommodated (use
thickened edges).

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Joint layout guidelines

Things to Do

Match existing joints or cracks

Cut at the proper time
Place joints to meet inpavement structures
Adjust spacings to avoid
small panels or angles
Intersect curves radially,
edges perpendicular
Keep panels square

Things to Avoid

Slabs < 1 ft. wide

Slabs > 15 ft. wide
Angles < 60 (90 is best)
Creating interior corners
Odd Shapes (keep slabs
square)
Offset (staggered) joints
Isolation (unthickened) joints
in traffic areas

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Jointing layout dealing with

corners, acute angles, edges
with extreme curvature

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Sealing of joints

Topic of some debate

Sealants must be maintained and
drainage design must be effective
Low cost poured sealants not durable
Some joint types difficult to seal
Factors to consider in whether or not to
seal joints:

Traffic level
Soil types & local performance
Subbase use
Presence of wind blown debris

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Concrete Materials

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Concrete materials what to specify / order

Strength

Durability

Consistent with design

More is not necessarily better
Entrained air for freeze/thaw
Sulfates, AAR considerations if
applicable

Other performance requirements

Economy
Workability
Lowest shrinkage potential

Water content, slump

Aggregate size & grading
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severe
moderate
negligible

Freezethaw
severity
zones

Entrained air

Used to provide freezethaw durability

Requires extra QC
attention, testing
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Supplemental cementitious materials SCMs

Pozzolanic benefits

Improved concrete rheology and paste density

Lower water demand

Improved pumping & finishing
Reduced porosity & improved pore character
Improved consolidation & formed finishes

Other chemistry interactions, durability benefits

Lower heat of hydration, reduced slump loss

Consumption of COH, less efflorescence
Higher ultimate strengths
Greater overall cementitious efficiency

Lower permeability
Sulfate resistance
Mitigation of aggregate reactivity

Environmental benefits

Recycled materials LEED, etc.

Reduced consumed energy to produce
Lower related CO2 emissions
Enhanced reflectivity with GGBFS
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Construction best
practices, options

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Pre-construction conference

Indispensable in avoiding
problems and making the
project go smoothly
Should cover all functions
and responsibilities
Improves project quality
Saves time and money

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Subgrade preparation

Compact with proper moisture content

Check density with testing or proof rolling
Fine grading
Remove and replace soft or unsuitable soils
Consider subgrade stabilization when
extremely poor soils are encountered
Insure adequate surface drainage
Water table depth - well below subgrade
Uniformity is the key!

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Drainage and subgrade issues: #1 cause of failures

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Compaction and moisture-density relationship

109

Density, lb/ft3

106

Max. Density

Compact granular
materials near
optimum moisture,
plastic soils slightly
above optimum.

103
100

95% Density

97

1% 3%
Opt. Moisture

94
8

10

12

14

16

18

20

22

Moisture Content, %
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Monitoring density

Major projects use a

qualified testing firm
Small projects & quick
checks proof rolling

Use if testing is
unavailable or
impractical, or to
supplement testing

Use a loaded truck

Establish and enforce a

criteria
Can help to locate soft
spots, stump holes

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Grading tolerances for the subgrade / subbase

Deviations contribute to variations in concrete thickness

and influence drag restraint & cracking
Suggested tolerances: within + , - of design grade
Tight tolerances are more critical for thin slabs

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Forming & placement sequencing

Not Recommended!

Of the different
sequencing options
used, the method of
paving in alternate
lanes (lower photo)
has been found most
efficient and also
helps minimize the
adverse effects of
shrinkage.

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Alternate lane slip-formed placement

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Should the subgrade be dampened prior to concrete

placement?

Not Recommended!

No longer recommended
Drier subgrades help to
equalize concrete
moisture loss, minimizing
slab curling
ACI 330R-08:
normally dry subgrade
Consider circumstances

WWW. NRMCA.ORG

Concrete placement & finishing precautions

Good strikeoff / screeding critical for surface

tolerances
Select slump based on paving equipment
Avoid too much vibration in one place
Limit use of bull float; straight-edging is preferred
where vehicle speed > 5 mph
Avoid: troweling, use of jitterbugs, any finishing steps
while bleedwater is rising
Jointing - saw within critical time window; make cuts /
grooves at least 1/4 of thickness
Texturing - use plenty!
Curing - timing and effectiveness are critical

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Simple strikeoff equipment

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Basic vibrating screeds

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More sophisticated placement equipment

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Construction of roll-over integral curbs

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Bull floats vs. straight edges

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Residential finishing methods not for paving!

Not Recommended!

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No power trowels!
Not Recommended!

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Thickened edges
Concrete at pavement edges or along
isolation joints that will support wheel loads
should be thickened to provide extra
support.

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Example thickened edge

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Providing surface texture

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Avoiding excessive cracking influences

Monitor evaporation rate & take

appropriate steps when extreme
Effective curing
Repair subgrade ruts, minimize
other subgrade drag influences
Effective curing
Extra precautions in cool
weather or with slow strengthgain mixes: apply curing sooner
and longer
Adequate strength before
opening to traffic
Effective curing

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Curing effects on performance

Reduces cracking
Delay of drying shinkage
Minimizes warping
Improves durability and
lowers permeability
Facilitates most rapid
strength gain

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Curing compound most common method

Spray membrane curing

compound - ASTM C 309,
white pigmented preferred
Timing is critical - spray
immediately after finishing
Suggested application rate:

Maximum coverage: 200 ft2 / gal

Higher rate (less coverage) for windy
or dry conditions

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Opening to traffic

Rules of thumb:

Automobile traffic in 3 days

Truck traffic in 7 days

Opening can be earlier if adequate

strength has developed (2500+ psi)

Fast track techniques can be used to

open to traffic in just a few hours

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Opening to traffic

Too soon.

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Other information contained in ACI 330R

Inspection and testing

Maintenance and repair
Suggested joint details
Concrete overlays

Over existing concrete

Over asphalt

Parking lot geometrics

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Parking lot geometrics

Small cars

Angle

Interlock
reduction

Overhang

Vehicle
projection

Aisle width

Module widths

VP

AW

W1

W2

W3

W4

W5

45 deg

2 ft, 0 in.

1 ft, 5 in.

15 ft, 3 in.

11 ft, 6 in.

26 ft, 9 in.

42 ft, 0 in.

40 ft, 0 in.

38 ft, 0 in.

39 ft, 2 in.

50 deg

1 ft, 10 in.

1 ft, 6 in.

15 ft, 9 in.

12 ft, 0 in.

27 ft, 9 in.

43 ft, 6 in.

41 ft, 8 in.

39 ft, 10 in.

40 ft, 6 in.

55 deg

1 ft, 8 in.

1 ft, 8 in.

16 ft, 1 in.

12 ft, 10 in.

28 ft, 11 in.

45 ft, 0 in.

43 ft, 4 in.

41 ft, 8 in.

41 ft, 8 in.

60 deg

1 ft, 5 in.

1 ft, 9 in.

16 ft, 4 in.

13 ft, 4 in.

29 ft, 8 in.

46 ft, 0 in.

44 ft, 7 in.

43 ft, 2 in.

42 ft, 6 in.

65 deg

1 ft, 2 in.

1 ft, 10 in.

16 ft, 6 in.

14 ft, 0 in.

30 ft, 6 in.

47 ft, 0 in.

45 ft, 10 in.

44 ft, 8 in.

43 ft. 4 in.

70 deg

1 ft, 0 in.

1 ft, 11 in.

16 ft, 7 in.

14 ft, 10 in.

31 ft, 5 in.

48 ft, 0 in.

47 ft, 0 in.

46 ft, 0 in.

44 ft, 2 in.

75 deg

0 ft, 9 in.

1 ft, 11 in.

16 ft, 6 in.

16 ft, 0 in.

32 ft, 6 in.

49 ft, 0 in.

48 ft, 3 in.

47 ft, 6 in.

45 ft, 2 in.

90 deg

0 ft, 0 in.

2 ft, 0 in.

15 ft, 6 in.

20 ft, 0 in.

35 ft, 6 in.

51 ft, 0 in.

51 ft, 0 in.

51 ft, 0 in.

47 ft, 0 in.

Large cars

Angle

Interlock
reduction

Overhang

Vehicle
projection

Aisle width

Module widths

VP

AW

W1

W2

W3

W4

W5

45 deg

2 ft, 4 in.

2 ft, 1 in.

18 ft, 0 in.

13 ft, 0 in.

31 ft, 0 in.

49 ft, 0 in.

46 ft, 8 in.

44 ft, 4 in.

44 ft, 10 in.

50 deg

2ft, 1 in.

2 ft, 4 in.

18 ft, 8 in.

13 ft, 8 in.

32 ft, 4 in.

51 ft, 0 in.

48 ft, 11 in.

46 ft, 10 in.

46 ft, 4 in.

55 deg

1 ft, 10 in.

2 ft, 5 in.

19 ft, 2 in.

14 ft, 8 in.

33 ft, 10 in.

53 ft, 0 in.

51 ft, 2 in.

49 ft, 4 in.

48 ft, 2 in.

60 deg

1 ft, 8 in.

2 ft, 7 in.

19 ft, 6 in.

16 ft, 0 in.

35 ft, 6 in.

55 ft, 0 in.

53 ft, 4 in.

51 ft, 8 in.

49 ft, 10 in.

65 deg

1 ft, 4 in.

2 ft, 9 in.

19 ft, 9 in.

17 ft, 0 in.

36 ft, 9 in.

56 ft, 6 in.

55 ft, 2 in.

53 ft, 10 in.

51 ft, 0 in.

70 deg

1 ft, 1 in.

2 ft, 10 in.

19 ft, 10 in.

18 ft, 4 in.

38 ft, 2 in.

58 ft, 0 in.

56 ft, 11 in.

55 ft, 10 in.

52 ft, 4 in.

75 deg

0 ft, 10 in.

2 ft, 11 in.

19 ft, 9 in.

20 ft, 0 in.

39 ft, 9 in.

59 ft, 6 in.

58 ft, 8 in.

57 ft, 10 in.

53 ft, 8 in.

90 deg

0 ft, 0 in.

3 ft, 0 in.

18 ft, 8 in.

24 ft, 8 in.

43 ft, 4 in.

62 ft, 0 in.

62 ft, 0 in.

62 ft, 0 in.

56 ft, 0 in.

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Summary so what all is really important here?

Subgrade support, subbase

Proper thickness
Jointing for crack control
Load transfer design
Pavement drainage design
Materials & methods refined
to minimize shrinkage and
warping
Special attention to curing

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Establishing and Flipping Concrete

Parking Lots

What you should know first

Approach for given audience

WIIFM???

Typical problems/questions that arise

General Overview of Design and Construction

Preparing for objections

Resources
WWW. NRMCA.ORG

Audiences

Owners
Developers
Engineers
Contractors

2 inches of asphalt is the

same as 6 inches of
concrete.
My buddy is a site guy.
Concrete holds my job up.
Concrete is hard to clean.
I cant afford concrete.

Concrete wont match existing

asphalt on adjacent parking lot.
I dont feel comfortable
with concrete.
Concrete cracks.

I once had a problem with

a concrete job.
WWW. NRMCA.ORG

Key Points to Address:

Owner/Developer:
- You cant afford NOT to have a concrete
parking lot designed and bid on your project.
- Designed (nearly) equivalently, get up-front
cost advantage.
- Long-term maintenance benefit
We do concrete parking lots because we save money up-front AND our
maintenance costs of our concrete lots are 20% of that of our asphalt lots. Its
really a no-brainer, - Mississippi Developer
WWW. NRMCA.ORG

Key Points to Address:

Engineer:
- Geo: You cant afford NOT to design a
concrete parking lot for your client. They are
looking to you for guidance. You should have
their best interests in play.
- Civil: You should always include your
geotechnical engineers concrete
recommendation. Again, providing the best
opportunity for your client. Giving owners
options.
WWW. NRMCA.ORG

Key Points to Address:

Engineers:
- Provide DAP opportunity. Also includes
jointing plans. This is a free NRMCA service
to engineers. Helps engineers understand
the right way to design.

WWW. NRMCA.ORG

Key Points to Address:

Contractor:
- Difficult to enact change after-the-fact. Flip
works best with concrete contractor who has
a strong relationship with GC.
- Sometimes a proper concrete section can
save $ compared to the asphalt section.
- Provides an opportunity for contractor to
bring more value to their customer.
WWW. NRMCA.ORG

Establishing and Flipping Concrete

Parking Lots

What you should know first

Approach for given audience

WIIFM???

Typical problems/questions that arise

General Overview of Design and Construction

Preparing for objections

Resources
WWW. NRMCA.ORG

Number One Objection????

COSTS TOO MUCH!!!

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HISTORICALLY ASPHALT PARKING LOTS HAVE BEEN

LOWER ON INITIAL COST (2004 Data)
Asphalt Paving Design
2.0
HMAC
6
Granular
Base

Pavement Costs
AC

$67,750

Layer1

$17,750

Layer2

Labor Costs

Traffic Capacity

USD

USD

Gran.

Subgrade

Conventional Concrete Paving Design

$50,000
(Included)

Curb & Gutter

Cost4

$8,500

Total Initial Cost

$76,230

13 Trucks/Day

5 Concrete

6
6
Granul
Granular
Base
ar
Base

Subgrade

Pavement
Costs

$93,050

Concrete3

$43,050

Gran Layer2

$50,000

Labor Costs
Monolithic
Curb & Gutter
Cost4
Total Initial
Cost

$45,000
$3,400
$141,450

110Trucks/Day

Concrete paving traditionally been over-designed, having a significant impact on initial costs
(1)
(2)
(3)
(4)

AC Price = $45/ton ($13.55/SY Total Installed)

Granular Base = $10/SY
Concrete = $62/CY($27.61/SY Total Installed))
Additional Curb and Gutter =$10/LFasphalt , Concrete Monolithic
= $4/LF
Note: 5000 SY Parking Lot

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Number One Objection: COST $$$

-

Competitive pricing brings all materials costs

down:

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Implementing Industry Recognized Practices,

Will Make Concrete More Competitive
Element

Recommendation

Cost Impact

Design thickness to
match expected traffic
ACI 330 Guide

Do not use artificial

minimums
ACI 330 Guide

1020%/inch

Granular Base2

Used to prevent
pumping
Used as construction
platform

Only use in high truck

traffic areas Appropriate
compaction of
subgrade

25-35%

Welded Wire
Mesh

To hold cracks that

may occur
together

Use proper joint spacing

as prescribed in ACI
330 - Eliminate welded
wire mesh

7-12%

Use proper joint spacing

as prescribed in ACI
330

3-8%

Pavement
Thickness1

Macro

1)
2)
3)

Objective

Fibers3

Concrete = $85/CY
Granular Base = $15.30/SY
Concrete w/ Fibers = plus
$3/CY
Note: 5000 SY Parking Lot

To add impact
resistance and
crack control

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Project Examples:

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Lowes Home Improvement

Wilmington, NC

Savings to the owner over traditional concrete design: Undisclosed (reportedly 6figures)
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Lowes Home Improvement

Wilmington, NC
ACI Concrete
Pavement
4.5
Concrete

6 Concrete
4 Stone
Base

Traditional Concrete
Pavement
6 Concrete
6 Stone
Base

3 Asphalt
8 Concrete

6 Stone
Base

Subgrade

Subgrade

Subgrade

Asphalt Pavement

6
Granular
Base
Subgrade

Subgrade

4 Asphalt

8
Granular
Base

Subgrade

Savings to the owner over traditional concrete design: Undisclosed (reported to be 6figures)
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Good Kia
Rock Hill, SC

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Good Kia
Rock Hill, SC
ACI Concrete
Pavement
4.5
Concrete

6 Concrete
4 Stone
Base

Subgrade

Asphalt Pavement
3 Asphalt
6
Granular
Base
Subgrade

Subgrade

Initial pavement costs were comparable

4 Asphalt

8
Granular
Base

Subgrade

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Toyota of Rock Hill

Rock Hill, SC
Original ACI Concrete
Pavement
4.5
Concrete
6
Cement
Stabilized
Subgrade

Subgrade

5.5
Concrete
6
Cement
Stabilized
Subgrade

Subgrade

Final ACI Concrete

Pavement
5
Concrete

Asphalt Pavement
3 Asphalt

6 Concrete
6
Granular
Base

Subgrade

Subgrade

Subgrade

4 Asphalt

8
Granular
Base

Subgrade

The Owners Were Willing to Pay $90,000 MORE for Concrete over Asphalt
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Taco Bell
Lenoir, NC

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Taco Bell
Lenoir, NC
Original Asphalt Pavement Design
USD

6Concrete

Asp. Layer 1

$37,450

7 Concrete

Gran. Layer2

$14,200

Labor Costs

$7,800

6
Granular
Base

USD

5Concrete

Conc. Layer

$70, 240

6 Concrete

Gran. Layer2
Labor Costs

6 HMAC

6
Granular
Base

ACI Concrete Pavement Design

Original Concrete Design

USD
Conc. Layer

$58,520

$0

Gran. Layer2

$0

$18,430

Labor Costs

$18,430

Total Initial Cost

$76,950

Subgrade
Subgrade

Subgrade
Total Initial Cost $59,450

Total Initial Cost

$88,670

The Owners Paid $17,500 MORE for Concrete over Asphalt

Owner Testimonial:
We own more than 50 fast food restaurants. This was our first concrete
parking lot and it is the best looking pavement at any of our facilities. The
small increase in upfront cost is far less than what it will cost us to maintain
an asphalt pavement over the life of the restaurant. We will definitely
consider concrete in the future.
1) AC Price = $80/ton + installation
2) Granular Base = $12/ton+installation
3) Concrete = $102/CY
4) Curb and Gutter =$8.50 /LF
Note: 21,143 SF std duty, 11,046 SF heavy duty

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Dollar General
Pilot Project #1

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Dollar General
Pilot Project #1
ACI Concrete
Pavement
4.5
Concrete

5.5
Concrete

Traditional Concrete
Pavement
5 Concrete
4 Stone
Base

Subgrade

Subgrade

3 Asphalt
6 Concrete

6 Stone
Base

Subgrade

6
Granular
Base
Subgrade

Subgrade

Concrete: $51,600
Soil: $4,200
Engr. & CMT: $2,000
Total: $57,800

Asphalt Pavement

Concrete: $54,600
Stone: $14,300
Total: $68,900

4 Asphalt

8
Granular
Base

Subgrade

$66,800

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The Developer Saved a NET $9000 Paving with Concrete over Asphalt

Other Key Objection:

Construction will take too long.

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Establishing and Flipping Concrete

Parking Lots

What you should know first

Approach for given audience

WIIFM???

Typical problems/questions that arise

General Overview of Design and Construction

Preparing for objections

Resources
WWW. NRMCA.ORG

Resources

www.concretepromotion.org
www.nrmca.org
Webinars (many free)
www.acpa.org
Downloadable Pamphlets through NRMCA
Design Assistance Program (DAP)
Concrete Pavement Analyst Software (CPA)

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Who can you call for support?

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QUESTIONS??? COMMENTS??

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United Prairie Bank

Worthington, MN
Date
Constructed:
1995
Concrete
Thickness:
4
Subbase
Thickness:
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Medical Office Building

Reno, NV
Date
Constructed:
2010
Concrete
Thickness:
4
Subbase
Thickness:
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Scott Jaguar
Charlotte, NC

20-Year Design Life

already performing 25% beyond

design life WWW. NRMCA.ORG

Scott Jaguar
Charlotte, NC

Slab Thickness: 4 inches

Slab Thickness in front of

garage bay doors: 5
inches

Exterior Slab on Grade

Construction
3500-psi compressive
strength placed using
truss screed
Pavement Condition
Rating: Excellent
Project allowed 20%
reduction in light
standards

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Good Samaritan Retirement Home

Jackson, MN
Date
Constructed:
2001
Concrete
Thickness:
4
Subbase
Thickness:
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Shopping Mall
Owatanna, MN
Date
Constructed:
1998
Concrete
Thickness:
4
Subbase
Thickness:
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Walgreens Lantana, FL

Date Constructed:
2010
Concrete Thickness:
5
Subbase Thickness:
0

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http://www.concretepromotion.org/
resources/aci330casestudies.html

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Pavement DAP How do I obtain a

DAP Report?

Pavement DAP How do I obtain a DAP

Report?

http://www.concretepromotion.org/index.html

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Pavement DAP How do I obtain a DAP

Report?

http://www.concretepromotion.org/index.html

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Design Services Application Form

Submit application and additional

project information to
ahult@nrmca.org

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Pavement DAP How do I obtain a DAP

Report?

Requested* Information For Design

Geotechnical Report

Design/Anticipated Traffic Count

Local Design Specifications

Site Plan

Proposed Asphalt/Concrete Section

* If information is not available, a design report will be provided based on the information
available and assumptions that will be defined in the report.
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Pavement DAP What is in a DAP

Report?

Pavement DAP What is in a DAP report?

Designs Provided for:

New Pavements, or
Rehabilitation of Existing Pavements.

Materials Include:

Conventional Concrete,
Pervious Concrete,
Roller-Compacted Concrete, or
Concrete Overlays.
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Pavement DAP What is in a DAP report?

Pavement design inputs

Site Condition Inputs (fixed, cannot optimize)

Traffic
Environmental Conditions
Subgrade Support

Project Specific Variables (can be optimized)

Concrete Strength
Load Transfer
Reliability
Others Depending on Design Method Used

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Pavement DAP What is in a DAP report?

Project Description & Environment

Subgrade Foundation Soils

Traffic Conditions

Pavement Designs

Life-Cycle Cost Analysis (LCCA)

Specifications & Details (Jointing, Curbs, etc.)

Sustainability
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Pavement DAP What is in a DAP report?

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Pavement DAP What is in a DAP report?

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Pavement DAP What is in a DAP report?

www.concretepromotion.org

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Pavement DAP What is in a DAP report?

Standard Details That Should be Considered:

Joints (Contraction, Construction, Expansion)

Curbs, Curbs and Gutters
Pavement Junction
Concrete Sidewalks
Bus Stop Pad
Driveways
Inlets
Pavement/Base Replacement
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Pavement DAP - Guide Specification

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Pavement DAP - Guide Specification

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Thank you!

Any questions/comments, please contact

Amy Miller at amiller@nrmca.org.

Also, please check our website for

upcoming webinars and classes
addressing in further depth concrete
pavement design.

www.nrmca.org
WWW. NRMCA.ORG

History of ACI 330

- 1980s
-Complete and Concise for Design
and Construction
-Written by Industry Experts
- Most Recent Version 2008
Following a
Prior Release in 2001

Why Use It?

-Economical 20 Year Design, 95% Reliability

-Addresses All Aspects of Concrete Parking Lots
-Based on Sound Engineering
- Only Document Created Just for Concrete
Parking Lots
-THE INDUSTRY STANDARD!!